RU2547913C1 - Cargo transportation network land-based robotised complex for fast continuous cargo delivery in containers and transfer of liquids, electric power and data - Google Patents

Abstract

FIELD: transport.

SUBSTANCE: invention relates to transportation complex for fast cargo delivery. Cargo transportation complex is managed by integrated automated control system and includes pipelines for liquids transfer, power line, fibre-optic line and transport system with paths. Some paths are integrated with pipelines, power line and fibre-optic line by outer case in single structure of dry bridge and others go outside of dry bridge. The bridge consists of joined together bridge spans supported by catenary-bearing structures. Paths accommodated inside the bridge consist of paths for high-speed movement of cargo-carrying unwheeled modular transport trains and paths for movement of robotised wheeled vehicles. All unwheeled vehicles can also carry containers in opposite direction. The complex is equipped with stations of four functional types.

EFFECT: fastest cargo delivery to any required point is provided.

13 cl, 12 dwg

Description

The invention relates to the field of design and installation of a robotic transport complex for non-stop high-speed delivery of goods, as well as transmission of transported media.

At all times, people have built roads. Roads by land, by water, by air and even into space for the delivery of people and goods. With the development of aviation, the question of the rapid movement of people, mail and a small part of small cargoes on the planet was practically solved, but there remains a huge and constantly growing volume of large-tonnage transportation of various goods and cargoes carried out by rail, road, sea vessels and pipelines, invented 100-200 years back. These technically heterogeneous means of transportation, complementing each other, in total form today's well-known world freight transport system, covering almost 100% of freight and cargo handling.

However, unfortunately, the components that make up the current global freight transport system are very close to the limit of their productivity and efficiency. For example, with the ability to move at a speed of 80-100 km / h, the average speed of the freight train along the highway does not exceed 45 km / h due to stops, the use of one track for passenger and freight transport, as well as a number of other reasons. Sea shipping is also close to the limit of efficiency, since the increase in the tonnage of sea vessels cannot be infinite for environmental reasons. The expansion of road transport by trailers and container carriers requires a radical increase in the number of roads due to the adjoining of adjacent lands, which is often impossible under the conditions of the dense development of roadside territories. Environmental problems are growing, including due to the use of hydrocarbons as fuel. The ratio of the mass of the car, train, cargo ship to the mass of the payload also seems to be too large and can hardly be reduced in the framework of traditional technologies.

The railroad, automobile and cargo ship developed separately, each as part of its technological concept. The low productivity of the land part of the system and especially the insufficient development of land by it leads to an imbalance in the direction of low-speed sea freight transport. Low speeds on the railway unacceptably increase the automotive component of the system, etc. The autonomous development of the pipeline method of transporting liquids and gas does not make it possible to reduce construction and operating costs due to the joint design of means for the parallel movement of goods in containers and liquids in pipelines.

The prior art known, selected by the applicant as a prototype, a multi-level highway-overpass for moving vehicles and transferring transported media (RU 2476633 C1, IPC E01C 1/04, published on 02.27.2013) including supports, lanes, entry areas and exit to the floors of the highway-overpass, moving vehicles between floors, while the first floor includes at least one lane for cars and at least includes a lane for the movement of freight and passenger trains, and, by cr At least two other lanes on the ground floor are reserve technical, and at least one of the reserve technical lanes on the first floor is connected to one of the reserve technical lanes on the next floor, which contains at least two lanes for cars and, at least, two reserve-technical lanes, moreover, lines transporting the media are installed on the structural elements of the highway-overpass.

A disadvantage of the known solution is the lack of vehicles that allow to carry out a full range of measures for the speedy delivery of goods to the desired point, as well as the necessary infrastructure to ensure the functioning of the entire system.

The objective of the present invention is to eliminate the disadvantages of the prototype.

The technical result of the claimed invention is: combining in a single compact and environmentally protected casing of the bridge of transport cargo flows with transported media, wired electricity, information transported via communication lines; ensuring high-speed movement of wheelless freight transport vehicles, separated by the design of the land bridge from the external environment; ensuring any stable transportation of goods between large geographically and economically large raw material points, as well as the multiple cost reduction of the construction and operation of this unified freight transport network compared to the construction and operation of individual highways, railways, power lines, communication lines, pipelines, etc .; the ability to ensure the movement of vehicles in the confined space of the bridge body without human intervention, the exclusion of passenger traffic from the proposed cargo complex.

To achieve the claimed technical result, a freight transport complex controlled by a unified electronic automated control system via satellite communication channels includes pipelines for transmitting liquid fractions, a power line, an optical fiber line, as well as a transport system with specialized routes, some of which are combined with the mentioned pipelines, line power lines and a fiber optic line with an external casing in a single frame long metal structure of a land bridge, and about the bulk of the specialized paths are made in the form of external bridges passing outside the land bridge and external paths connected with its paths, and the metal structure of the said bridge consists of standard bridge spans joined together, supported by cable-stayed supporting structures above the earth's surface at a sufficient height for unimpeded placement of transport and residential infrastructure and not preventing the migration of wild animals, while the specialized paths located inside the land bridge consist from high-speed tracks intended for high-speed movement of cargo-carrying containers of wheelless modular transport trains along them, as well as of ways to move robotic wheeled vehicles along them, transporting cargo containers from their transshipment zones from load-bearing modules of the said transport trains to transshipment zones freight containers to manually driven wheeled vehicles transporting freight containers on external routes to remote terminals for receiving / sending goods, and all the mentioned wheelless vehicles also have the ability to transport cargo containers in the opposite direction, while the transport complex is equipped with stations of four functional types, and the stations of the first functional type are designed to provide shunting operations on them with wheelless modular by transport vehicles upon entering and leaving highways in the direction of stations of the second functional type, which are made with the possibility of providing transshipment operations between the modules of high-speed trains and wheeled robotic vehicles, stations of the third functional type are configured to provide transshipment operations between wheeled robotic vehicles and manually operated wheeled vehicles, and stations of the fourth functional form are configured to provide transshipment operations between manually operated wheeled vehicles nsportnymi means and remote terminals receiving / sending goods.

In addition, to achieve the claimed technical result, the gap between the track of the high-speed track and the surfaces of the load-carrying modules of vehicles is created using an automatically controlled balance of devices using the principles of an air cushion, magnetic suspension and aerodynamic wing, a linear motion impulse is created by a linear electric motor, and air drag removed by a powerful electric air turbine mounted on the front of the train, also providing blowing nevmopodushki.

In addition, to achieve the claimed technical result, the cable-stayed bridge construction is made in the form of a combination of a vertical upper link and a lower supporting base, between which a bridge span is hung, and hydraulic cylinders are connected to the upper link and lower base, connected to each other by a pressure equalizing pressure pipeline.

In addition, to achieve the claimed technical result, the cable-stayed bridge structure is equipped with compensation mechanisms and limits the angular, transverse and vertical movements of the bridge span relative to the fixed ground support.

In addition, to achieve the claimed technical result, the cable-stayed bridge structure is made in the form of a support for a wind generator and / or high-voltage power line.

In addition, to achieve the claimed technical result, high-speed non-stop delivery of goods is carried out at a speed of modular freight trains of at least 400 km / h.

In addition, to achieve the claimed technical result, consoles are provided in the bridge construction for placement of pipelines for transferring liquid fractions, moreover, oil products, gas and drinking water are transported as liquid fractions.

In addition, to achieve the claimed technical result, the high geometric accuracy of the speedway web for wheelless modules of vehicles is constantly and automatically set within the specified limits.

In addition, to achieve the claimed technical result, typical transport trains have a different number of freight modules, differing in weight and load capacity, but in total gross weight of the train is equal to one standard value, which equalizes the forces for acceleration and braking and allows trains to be carried along a dense composite speed path group.

In addition, in order to achieve the claimed technical result, dense composite groups go along the high-speed transit route at intervals sufficient to exit and enter individual trains from these groups due to small short-term deviations, the speed of the composite group or its parts.

In addition, in order to achieve the claimed technical result, the unit of cargo is a cargo lodgement filled with a mortgage load, placed when passing the overland transport bridge in a lightweight transport container of the load-bearing module, and when leaving the transport bridge, it is reloaded into a warehouse container more durable and adapted to storage conditions.

The freight transport network ground-based robotic complex claimed as an invention (hereinafter referred to as the freight transport complex) is illustrated by drawings, where:

Figure 1 - shows the recommended layout of the freight transport complex on the continents of the planet.

Figure 2 - standard span of the land bridge of the freight transport complex.

Figure 3 is a suspension diagram of the span of a land bridge.

Figure 4 - types of structures of the upper platforms of the cable-stayed supports of the land bridge.

Figure 5 - span of the land bridge in cross section.

Figure 6 - transit transport corridor in cross section.

In Fig.7 - high-speed modular transport composition, where:

a is a side view;

b - bottom view;

in - top view;

g is a side view in section;

d - front view;

e - rear view;

g - front / rear view in section of the loaded / unloaded module.

On Fig is a diagram of the organization of movement of composite groups along a transit transport corridor.

Figure 9 is a diagram of a first level track station.

Figure 10 is a diagram of a track station of the second level.

11 is a diagram of a track station of the third level.

12 is a diagram of a fourth level track station.

The network layout of the recommended layout of the freight transport complex shown in FIG. 1, covering all the major economic and raw material points of the planet in combination with a wheelless way of moving, unlike rail and road transport, creates the following new opportunities and advantages.

1. The freight transport complex makes it possible to create a unified planetary system for the delivery and distribution of resources and industrial goods, the evacuation and processing of industrial waste and the development of hard-to-reach sources of natural resources.

2. Combining in one freight transport system the transportation of containers for industrial goods and bulk packaged goods, tank containers for liquids and gases, the use of pipelines for the transfer of petroleum products, pipelines for the transfer of drinking water, cables for the transmission of electricity and information leads to a relative reduction in costs creation and operation of the system.

3. Ensuring non-stop transportation of containers with cargo at an average speed of at least 400 km / h, regardless of the number and frequency of destination stations along the route.

4. Operational and safe management of the complex, thanks to full robotization, the use of "uninhabited" technology and the space tracking and control system.

5. Ensuring environmental safety and low specific energy consumption per ton-kilometer due to the use of electricity and regenerative type electric drives.

6. The ability to increase the average freight speed from 40 to 400 km / h thanks to the wheelless, non-contact principle of movement.

7. Opportunity to increase the annual flow of trans-Siberian traffic on only one Europe-Asia branch from 4 million to 140 million tons, i.e. 35 times.

The main design of the declared freight transport complex is the land bridge 1, consisting of spans 2. The standard span 2 of the land bridge 1 (see figure 2) is made, for example, 600 m long and is supported by cable-stayed supports 3 (for example, five supports with interspin intervals 150 m) supporting the bridge body 1 above the ground at a fixed design height of not less than five meters and leaving it the possibility of microdisplacement in horizontal and vertical planes in order to compensate for temperature and other deformations , as well as the formation of optimal radii of curvature of the path and alignment of contactless transport corridors. Thus, the problem of intersection with land transport highways is solved and no obstacles are created for the migration of wild animals. Instead of a dirt embankment, as in a road or railway, a point support system is proposed that allows you to distribute and control the load on the soil. One standard span 2 may have, for example, 25 spots of contact with the ground.

Figure 3 shows a schematic diagram of the suspension of a land bridge span 2 (figure 1), where the housing of the bridge 1 simultaneously hangs on a vertical link 4 and rests on a ground support 5, based on the ground with equal effort, for which a link 4 and a support 5, the upper 6 and lower 7 hydraulic cylinders are connected, interconnected by a hydraulic conduit 8, equalizing the pressure in them, ensuring a constant equality of reactions on the link 4 and support 5. Thus, if it is necessary to repair any of the supporting structures of the axle suspension - vertical link 4 or soil support 5, - the remaining supporting structure can take on a double load, which allows not stopping the operation of the complex. The throttle 9, which is integrated into the connecting hydraulic conduit 8, allows you to adjust the speed of pressure equalization in the working cavities of the hydraulic cylinders 6, 7. The ball cushion 10 and two orthoganally located roller cassette rails 11 allow you to compensate for the micromovement of the body of the bridge span 2 relative to the stationary ground support 5 in the horizontal plane, which arise from seasonal and daily temperature fluctuations, dynamic forces from passing trains and from seismic causes. Moving in the horizontal plane, if necessary, is also suppressed with the help of damper mechanisms 12 and 13. The mechanisms of automatic, vertical and horizontal exposure of the position of the bridge span 2 serve as the first step in the adjustment of high-speed non-contact transport corridors.

Figure 4 shows that the upper platform 14 of the cable-stayed towers can, if necessary, be used to base the truss of the high-voltage power line 15 or the wind generator 16.

The body of the bridge 1, shown in cross section in figure 5, is a box-shaped long-length welded structure, built along a vertical supporting element - stiffeners 17, passing in the middle of the volume, with earrings 18 for cable-stayed suspension 19 on top and a contact surface 20 for contact below with soil supports 5. Brackets are placed on a vertical stiffener - supports that form the following floors:

- floor 21 for transit high-speed transport corridors 22 for freight vehicles 23 in both directions;

- floor 24 for shunting transport corridors 25 for freight vehicles 23 in both directions;

- floor 26 under the two-way electric highway 27 for electric vehicles 28 - container deliveries to the exit stations from the land bridge 1;

- floor 29 for water supply 30;

- floor 31 for pipelines 32 for oil and gas.

For fire safety purposes, the floors on which the transport corridors 22, 25 are located are separated from the rest of the interior by a sealed fire-resistant bulkhead 33. The stiffener 17 also seals the structure and serves as a fireproof partition. The entire structure is taken into a sealed metal casing 34, which is sheathed with a heat-insulating and sound-absorbing coating. Oxygen has been removed from the atmosphere filling the span to reduce the risk of fire. There are no people inside the span, except during repair work. The atmosphere inside the span is constantly cleared of dust, debris, suspended oil, water, etc., supported by constant temperature conditions, normal humidity and pressure. On the outside of the span 2, where appropriate, solar electric batteries 35 are installed to power their own systems of land bridge 1.

Pipelines 30, 32, the diameter of which can reach two meters, are suspended to the interfloor brackets using adjustable bandages 36 and are pressed to the ceiling through the damper elastic cushions 37 with a given design gain in order to dampen vibrations, and if necessary, repair or replacement of the pipeline is lowered due to etching bandages 36, playing in this situation the role of a lifting mechanism.

The water supply 30 is a multilayer pipe, and its inner layer has the ability to compensate for the internal pressure in the pipe and at the same time is an oxygen conductor, and the inner surface itself is equipped with half-closed micro-holes. At the moment of occurrence of critical stresses, usually leading to point cavitation, the microholes at a given point open and release a portion of gaseous oxygen, which has a lubricating effect at this point and prevents the effect of cavitation, and also enriches the transported water with oxygen.

Electric highway 27 is a two-lane, in each direction, highway for robotic vehicles - electric container carriers 28, designed to transport cargo containers from unloading places from modular transport trains 23 to the places of exit from land transport bridge 1. Two rows of electric highway 27 for security movements and space savings are separated by a lifting divider 37, which, if necessary, is lowered and allows electric container vehicles 28 to change the row or get off from the transit part of the highway to the shunting in the loading and unloading zone. On the outside of the row on the transit section of the track, restrictive protrusions 38 are also laid that protect against exit from the lane. The road is equipped with current-carrying tires for powering electric container ships 28 through current collectors installed on them.

The transport corridor 22 (see Fig. 6) is a rectangular triangular trough 39 with a width of the order of 3000 and a height of the order of 2500 mm and a free space of 40 above the open part of the trough 39 of about 7000 × 2000 mm for the passage of a cargo module with an aerodynamic wing. The inner surface of the gutter - the floor and side walls are covered with an elastic synthetic gasket 41 and 42 with a variable, controlled by thickness and a variable defined by the degree of stiffness, over which a braided elastic is applied, diagonally located with respect to the movement vector of the compositions 23, the blade 43 of profiled steel bands with a ferrite coating on the working ("contact") planes. The blade 43 is equipped with built-in laser sensors, which make it possible to measure the geometry of the transport channel with an accuracy of tenths of a millimeter and, using the thickness and stiffness of the gasket 42 located under it, to build an almost ideal geometry of the transport channel using a computer system for controlling the geometry of the path / second, fine adjustment level / . During and at the passage of the cargo module, the path geometry control system is combined with the control system of the support pneumatic magnetic pads of the working surfaces of the modules and they jointly control the process of forming an air-magnetic gap between the guide surfaces of the gutter and the support surfaces of the pneumatic magnetic pads of the cargo modules. To relieve centrifugal stresses on the side walls of the transport channel that occur when cargo modules pass radius sections of the track at a transit speed, the chute 39 can be placed in a cylindrical structure 44, which can rotate up to 90 ° under the influence of centrifugal force. The shunting corridor 25 (see Fig. 5) is not equipped with a similar design, since the speed of movement of the modules along it in curved sections of the path is easier to simply reduce.

Fig. 7 shows a transport train 23 (Fig. 5), which consists of unified cargo transport modules 45 carrying one typical container 46 with cargo, a front turbine compartment 47 and a tail fairing 48, used for floating (overcoming gravity) , the effect of magnetic repulsion, the effect of an air cushion formed by blowing through a system of dies at the base of the modules 45 and / or in the web 43 (Fig. 6) of the road, as well as the action of the lifting force of the aerodynamic wing 49 mounted on the cargo module 45. Transport with Stav 23 uses these three well-known principles of overcoming gravity and the formation of an air gap between the supporting surface of the module and the roadway in a variable percentage depending on changes in speed and nature of movement: acceleration, uniform movement and braking according to the criterion of minimizing energy consumption using a central motion control system working via satellite. The transport train also uses a combination of two traffic sources to create the necessary driving / braking impulse: a) a linear electric motor 50, b) jet thrust resulting from the discharge of excess air supplied by the head pneumatic turbine 51 to the dies of the pneumatic bearings 52 of the cargo modules, and the air to be blown off in different directions can both accelerate and slow down the movement of the composition 23. A typical cargo module 45 is a box-shaped metal or composite structure, designed for transporting one typical transport container 46 with a size, for example, 2 × 2 × 6 meters, loaded into the container module through the upper opening with the folded aerodynamic wing 49 (see Fig. 7g). The outer surface of the bottom of the module 45 and its side walls on the outside are covered with pneumatic bearings 52 to create an air gap during movement, the expanded rotor of the regenerative linear motor 50 is also built into the side walls, which allows to accelerate the module 45 and slow down its movement using a magnetic field, returning at the same time, electric power is supplied to the batteries of the power supply system, as well as contact electric strippers, which provide electric power transmission from the trolls of the transport trough 39 to the transport module 45. a folding wing is located in front of the upper loading opening of module 45 so as not to interfere with loading and unloading operations of container 46, an aerodynamic wing 49 (see Fig. 7g) equipped with a self-locking mechanism at the actual center of gravity of the loaded module 45 and equipped with dies for supplying compressed air to the lower ones, protruding beyond the dimensions of the module parts to create additional lifting force. Each cargo module carries its own on-board computer 53, which receives and transmits commands and information about the operation of the module systems and the condition of the transported container with the cargo; on-board computers 53 are integrated into the local area network 23 and further into a single satellite traffic control system. The head pneumatic turbine part 51 of the composition 23 provides the necessary amount and pressure of compressed air to supply the dies to the supports and to dilute the front air in the transport corridor 22 in order to reduce drag during high-speed movement and the formation of traction reactive force from the discharge of excess compressed air. An inclined air intake is installed in front of the turbine — a deflector 54 for “cutting” an oncoming “air column” lying in the transport corridor 22 and minimizing drag. Front shock absorbers 55 are also installed there. A front Doppler sensor 56 is installed on the deflector 54, which controls the interval to the front of the train and the nature of the interval change. On the rear of the last cargo module 45, a tail fairing 48 is installed with the aim of a smooth descent of the layers of air from the tail of the composition, to eliminate vortex flows and rarefaction, which creates a braking effect; inside the tail fairing 48 are located on-board batteries 57, a computer 58, combining the local area network 23, the rear Doppler sensor 59, as well as the rear shock absorbers 60.

The method of organizing the movement of trains 23 of the freight transport complex dictates a number of requirements for the dead weight of the freight modules 45, the load capacity of the modules and the number of modules included. Firstly, the total gross mass of the train must be constant, while it is known that the transported goods have a very different specific gravity, and secondly, the train 23 cannot re-form the load modules 45 included in it, as well as add or reduce their number, in thirdly, the head pneumatic turbine 51 is a completely unified unit both in terms of power and size, as well as the rear fairing 48, and, fourthly, one train 23 with all the cargo in it is addressed to one or more recipients occupying the destination station within a standard stretch of the path with a length of 600 km, since the exits from the high-speed transit route 22 have an interval, for example, 600 km In order to satisfy the specified conditions, freight transport trains 23 are created in the form of several modifications that differ in the number and load capacity and weight of the cargo modules 45 included therein. The dimensions of the cargo modules 45 and transport containers 46 remain uniform and unchanged. For example, the composition of three modules 45, intended for containers of 46 to 20 tons net, the composition of five modules 45 carrying containers of 46 to 15 tons net, and the composition of 23 of seven modules 45, carrying containers 46 to 10 tons net. Thus, the total gross mass of these three types of compositions 23 is in the range of 80-100 tons, requires approximately the same energy consumption for movement, and has the same moment of inertia. This allows you to combine the moving trains 23 into groups of up to 30 pieces, where the distance between the trains will be less than 100 meters, and the total length of the compact train of trains will be no more than 3 km (hereinafter, similar compact train groups are conventionally referred to as compound groups).

In order to combine non-stop high-speed movement of cargo with the possibility of addressing it to any destination station as often as you want along the route, the freight transport complex is built in the form of a system of four types of tracks, three types of vehicles and four types of track stations, characterized by a certain division of the full complex loading and unloading and transport and storage operations.

On Fig shows the organization of movement of the constituent groups 61 along the high-speed transit corridor 22. The transit corridor 22 for non-stop movement of passing constituent groups is equipped with track stations of the first level 62, located, for example, every 600 km, constituting the so-called “run” 63. Track stations of the first level 62 serve to enter the composite groups 61 on the high-speed transit path 22 and to exit from it. The process of operation of the freight transport complex and the movement of the constituent groups 61 are controlled by a high-speed electronic simulation model. The purpose of this model is to monitor the real state of the system, compare with the calculated data and minimize the mismatch. For this, virtual reference points 65 move along a conditional line 64 simulating the route of the transit corridor 22 with a conditional step 66 corresponding to a distance, for example, 100 km, with a speed conditionally corresponding to the average transit speed of the movement of the constituent groups 61, for example, 400 km / h . Each composite group 61 is “tied” to a specific reference point 65, until all the compositions included in the group 23 reach the endpoints of their destination. Thus, the simulation electronic model of the freight transport complex shows the operation of the transit corridor 22, along which, following its reference points 65, constituent groups 61 of length 67, for example, 3 km, move 66 between the reference points 65, for example, 100 km, and the interval 68 between the constituent groups 61 is of the order of 97 km. A path of 100 km at a speed of 400 km / h compound group 61 passes in 15 minutes, of which half a minute is spent on the passage of the compound group. The acceleration / deceleration time of a composite group from zero to 400 km / h is one and a half to two minutes. Thus, when the compound group approaches station 62, it is possible to perform the descent or entry operation of the entire compound group or part of its compositions on the transit route or from the transit route. After that, the remaining part of the compound group or the compound group replenished with new compositions catches up with its reference point and equalizes its average speed to the standard average value, for example, 400 km / h.

Figure 9 shows the first level track station 62 of the freight transport complex. These stations, as already mentioned, make contact between transit 22 and shunting 25 routes. Stations of the first level 62 are placed on transit routes 22 and serve to enter from the shunting path 25 to the high-speed transit path 22 and exit from the transit path to the shunting path, as well as to switch from a direct shunting path to the oncoming one. The first level station 62 includes entry and exit arrows 69, a receiving branch 70 of constituent groups 61, or trains 23 from the route, a branch 71 from shunting 25 to a transit 22 route, a sorting unit 72, a turn line 73 for oncoming traffic, a transition branch 74 perpendicular to the track. Sorting unit 72 allows you to “parse” the composite group 61 into trains 23 similar in destination, rebuild the composite group according to the order of destinations of trains and start again on transit path 22. Then approaching the destination station “tail” or “head” of the composite group will be easier transfer from transit to shunting path. Similarly, the sorting unit helps to build new composite groups and bring them to the transit path. The speed of movement of trains along shunting tracks can be, for example, no more than 250 km / h.

Figure 10 shows a second-level track station 75. This station serves as a contact between the shunting tracks 25 and the electric highway 27, which runs inside the land bridge 1. At the second-level track station 75, loading / unloading of modules 45 from the transport vehicles 23. Here are two type of paths - shunting path 25 and electric highway 27, along which robotic electric container carriers 28 run at an average speed of, for example, at least 150 km / h. In the reception zone 76 of goods from the shunting track 25, an overhead crane 77 operates, which removes the transport containers 46 from the cargo modules 45 of the incoming trains and puts them on the electric container trucks 28 for shipment to the electric highway 27.

In the zone of shipment of 78 goods on a shunting track, the same actions are performed in the reverse order. An overhead crane 77 overloads transport containers 46 from incoming electric container container vehicles 28 to trains 23 directed to a first-level track station 62. Between the areas of entry 76 to the station and exit 78 from the station, there is an inspection, diagnostics and maintenance area 79 of trains 23, which also acts as a damper drive for empty and loaded trains to coordinate the loading rhythms of shunting paths and electric highway.

Figure 11 shows the scheme of the work of a third-level track station 80. It provides contact between the electric highway 27 and transfer routes 81 connecting the land bridge 1 with the remote terminals - senders / receivers of goods. The interval between these stations is, for example, at least 50 km. Third level railway stations 80 are the entrance and exit of transport bridge 1. Here, cargo is transshipped in cargo lodges 85 from transport containers 46 to storage containers 83 and the storage containers are loaded onto container trucks 84 for delivery via transfer routes 81 to remote terminals to the terminal consignees / consignors. When changing the container, the cargo remains packed in the transport and storage lodgement 85. Such an innovative solution applied in the claimed complex allows more flexible approach to the design of containers, provides for a wide range of their options, reduces the weight of transport containers and increases the strength and durability of warehouse containers. In this regard, in the claimed transport complex the following structural and organizational solutions for container movement and storage of goods were applied:

- all types of freight containers have uniform dimensions and a single system of docking / fastening / nodes operating in an automated mode;

- freight containers according to the internal structure and materials used are divided into transport and storage;

- transport containers are lighter, but can carry in their design a number of options necessary to create air-conditioning conditions when moving cargo and transmitting continuous information about its condition. Transport containers never go beyond the boundaries of a land bridge;

- warehouse containers are intended for placement in warehouses, in hangars or in the open air with the possibility of gradual expenditure of the goods contained in them. They never enter the interior of the land bridge, inside of which thermoconstant and practically sterile conditions are maintained, and do not move on transport modules or container electric vehicles;

- all dry goods intended for transportation in containers, including packaged ones, are initially placed in a special cargo box, which is placed in a transport or storage container and facilitates transshipment operations from one container to another. The cargo lodgement is made of synthetic materials, provides for the possibility of mechanical screeding of the cargo or evacuation in order to consolidate it and minimize the volume occupied during transportation.

- transport containers are equipped with a system of sealing and fixing the cargo box with the cargo using special sealing air bags that fix the cargo from arbitrary movements inside the container during its movement.

For environmental and biological safety reasons, container containers entering the station and storage containers placed on them pass a washing and sanitation point 86. In addition, electric container containers and container trucks do not intersect; at the time of unloading and loading, they are on different floors, and the containers transmitted by overhead cranes through technological windows 87 in the floors.

Third-level track stations 80 provide an inspection, diagnostics and maintenance area for 82 electric container containers 28 and transport containers 46, which are also necessary for accumulating the safety stock of this equipment, matching the station’s operating rhythm with the rhythm of the entire transport complex.

On Fig shows a diagram of the remote terminals for receiving / sending goods of the claimed transport complex. These are the fourth level way stations 88. The fourth level way stations 88 are connected to the land bridge 1 by external routes - transfer routes 81, on which container carriers come and go, for example, at a speed of 120 km / h. One of the special cases of the fourth level 88 railway station is the sea cargo port. In this case, we can talk about the contact of the claimed transport complex with the system of sea freight transportation. As a rule, along the land bridge 1, an exclusion zone is created on the left and on the right, which is temporarily transferred to the jurisdiction of the consortium of countries participating in the project. The exclusion zone is necessary to ensure the safety of the declared transport complex. The width of the exclusion zone can range from hundreds of meters to tens of kilometers; this zone can also be used for the development of resources and their deep processing directly on the ground. Transfer routes in the part where they are located on the territory of the alienation are the responsibility of the declared transport complex along with the entire road infrastructure. In a similar position are the track stations of the fourth level themselves. They can serve several consumer organizations of the services of the declared transport complex located nearby, but they do not have the right to transfer to them the functions and responsibilities for the implementation of the above operations (as shown in Fig. 12).

In general, the work of the claimed transport complex is as follows.

The process of delivery of goods from the sender to the recipient begins from the moment customs procedures are completed and the cargo lodgement is placed in a storage container at a fourth-level railway station (remote sender terminal). Then the warehouse container is placed on the container truck and sent along the transfer route to the nearest third level railway station located at the entrance to the land bridge 1. There the warehouse container is removed from the container truck, put on the exchange desk, the cargo box is removed and the warehouse container is replaced to transport. Then, the transport container is loaded onto an electric container carrier truck and delivered by electric highway to the nearest second level railway station, where the container is loaded into the freight module of the transport train, after which the transport train goes to the shunting corridor and goes to the nearest first level train station. Here, the trains are combined into composite groups and switch to the transit corridor expressway. The process of leaving the speed train from the highway, like the entire subsequent process of delivering the goods to the addressee (recipient), is similar to the described scheme, but proceeds in the opposite order and ends with the moment of unpacking the cargo box before the customs clearance at the fourth level railway station (remote receiving terminal).

Claims (13)

1. A freight transport complex controlled by a unified electronic automated control system via satellite communication channels, including pipelines for transmitting liquid fractions, a power line, a fiber optic line, as well as a transport system with specialized paths, one of which is combined with the mentioned pipelines, a power line and a fiber optic a line with an external casing into a single frame lengthy metal structure of a land bridge, and the rest of the specialized ways and in the form of external roads passing outside the land bridge and associated with its paths, and the metal structure of the said bridge consists of standard bridge spans docked together, supported by cable-stayed support structures above the ground at a sufficient height for unhindered placement of transport and residential infrastructure under it and not preventing the migration of wild animals, while specialized tracks located inside the land bridge consist of high-speed tracks designed for speed transporting cargo containers of wheelless modular transport trains along them, as well as from ways to move robotic wheeled vehicles transporting cargo containers from them from their transshipment zones from the load-carrying modules of the mentioned transport trains to the cargo container transshipment zones to manually operated wheeled vehicles transporting freight containers on external routes to remote terminals for receiving / sending cargo s, and all of the mentioned wheelless vehicles also have the ability to transport freight containers in the opposite direction, while the transport complex is equipped with stations of four functional types, and the stations of the first functional type are made with the possibility of providing shunting operations with wheelless modular vehicles upon approach high-speed tracks and straight off from them in the direction of the stations of the second functional type, which are made with the possibility of providing transshipment operations between the modules of high-speed trains and wheeled robotic vehicles, stations of the third functional type are configured to provide transshipment between wheeled robotic vehicles and manually controlled wheeled vehicles, and stations of the fourth functional form are configured to provide transshipment between manually operated wheeled vehicles and remote mi terminals for receiving / sending goods. 2. The transport complex according to claim 1, characterized in that the gap between the track of the high-speed track and the surfaces of the load-bearing modules of the transport trains is created using an automatically controlled balance of the action of devices using the principles of an air cushion, a magnetic suspension and an aerodynamic wing, a linear motion impulse is created by a linear electric motor , and the drag is removed by a powerful electric air turbine mounted on the front of the train, which also provides air blowing and. 3. The transport complex according to claim 1, characterized in that the cable-stayed bridge supporting structure is made in the form of a combination of a vertical upper link and a lower supporting base, between which a bridge span is hung, and hydraulic cylinders are connected to the upper link and lower base, interconnected by a leveling they pressure in the pipeline. 4. The transport complex according to claim 1 or claim 3, characterized in that the cable-stayed bridge structure is equipped with compensation mechanisms and limits the angular, transverse and vertical movements of the bridge span relative to the fixed ground support. 5. The transport complex according to claim 1, characterized in that the cable-stayed bridge structure is made in the form of a support for a wind generator and / or high-voltage power line. 6. The transport complex according to claim 1, characterized in that the expressways are made in the form of transit and shunting routes, interconnected by stations of the first functional form. 7. The transport complex according to claim 1 or 6, characterized in that the high-speed non-stop delivery of goods by transit routes is carried out at a speed of modular freight trains of at least 400 km / h. 8. The transport complex according to claim 1, characterized in that the design of the bridge includes consoles for placing pipelines for transferring liquid fractions, moreover, oil products, gas and drinking water are transported as liquid fractions. 9. The transport complex according to claim 1, characterized in that the water supply system is made in the form of a multilayer pipe, and its inner layer has the ability to compensate for the internal pressure in the pipe and at the same time is an oxygen conductor, and the inner surface itself is equipped with half-closed micro-holes. 10. The transport complex according to claim 1, characterized in that the high geometric accuracy of the track of the high-speed track for wheelless modules of vehicles is maintained within the specified limits constantly and automatically. 11. The transport complex according to claim 1, characterized in that the typical transport trains have a different number of cargo modules, differing in weight and carrying capacity, but in total gross weight of the train is equal to one standard value, which equalizes the forces for acceleration and braking, and allows Speedway trains are a dense composite group. 12. The transport complex according to claim 1, characterized in that the dense composite groups go along the high-speed transit route at intervals sufficient to exit and enter individual trains from these groups due to small short-term deviations, the speed of the composite group or its parts. 13. The transport complex according to claim 1, characterized in that the unit of cargo is a cargo lodgement filled with a mortgage load, placed when passing the overland transport bridge in a lightweight transport container of the load-bearing module, and when exiting the transport bridge it is reloaded into a more durable and adapted for storage storage container conditions.

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